Directional control and stabilizing apparatus



Aug. 22, 1939. J. T. RYDBERG DIRECTIONAL CONTROL AND s TVABILIZING APPARATUS Y Filed Dec.

8 Sheets-Sheet l ug- 22, 1939. .1. T. RYDBERG 2,170,731

DIRECTIONAL CONTROL AND STABILIZINGfAPPARATUS Filed Dec. 8, v19:56 8 sheets-sheet 2 MN m Aug. 22, 1939. A J. T. RYDBERG DIRECTIONAL CONTROL AND STABILIZING APARATUS Filed Deo. 8, 1936 8 Sheets-Sheet 3 Aug. 22, 1939.

J. T. RYDBERG V2,170,731 DIRECTIONAL CONTROL' AND STABILIZING 'APPARATUS Filed Dec. 8, 1936 8 Sheets-Sheet 4 Aug. 22, 1939. J, T. RYDBERG 2,170,731

A DIRECTIONAL CONTROL AND STABILIZING APPARATUS Filed Dec. 8, 1936 8 Sheets-Sheet 5 Aug. 22,'1939. T RYDBERC; 2,170,731

DIRECTIONAL. lCONTROL AND STABILIZING APPARATUS Filed Dec. l8, 1936 8 Sheets-Sheet 6 Aug. 22, l1939. J.. T. RYDBERG 2,170,731

DIRECTIONAL CONTROL AND STABILIZING APPARATUS v 8' sheets-sheet '7 Filed Dec. 8, 1936 Aug. 22, 1939. J. T. RYDBERG 2,170,731

DIRECTlONAL CONTROL AND STABILIZING APPARATUS 4 Fild nec. 8, 193e s sheets-sheet a l 30 ma /m Tir-TAE' Tt-3:17.

Patented Aung. 22, 1939 PATIENT orifice nmEo'r'IoNAL coN'rnoLANn s'rAmziNG APPARATUS John T. Rydherg, Harrison, N. J.

Application December 8, 1936,` Serial No. 114,876 14 Claims. (Cl. 24a-78') The present invention relates to steering and y controlling devices f or dirigible vessels and more particularly to apparatus for airplane Aflight control.

An object of my inventionA is the provision of an automatic control' device especially adaptable to airplanes, airships and the like, which is light in weight, simple in construction, positive in operation and which will effectively maintain the vessel in a state of proper or'perfect equilibrium at all times. l

A further object is the provision of an automatic pilot device which will maintain an airplane or airship on its course automatically, compensating for lateral currents in the 4vessel supporting medium tending to drift it lout of its course, to thereby eliminate the necessity of accurate drift calculations.

' A still further object is'the provision of a control device for airplanes and the llike which conjunction With means for automatically compen sating for lateral drift supporting means.

A still further object is .theprovision of an automatic control device which may be readily applied to aircraft without'materially altering or of the vessel through its changing the manual stability and rudder control p deviceof the craft. i

Another object is the use of pneumatically actu- 'ated devices connected, to the control stick of an airplane` and a copperating gyroscopicl control device forcausing' the actuation of certain of said pneumatic devices when the stability of the vessel is disturbed, together with supplemental pneumatic control devices adapted to be connected to the usualI rudder controlling member or bar, and' va pressure operated control means for controlling" the actionof the last-mentioned penumatic devices operated by unequal or lateral fluid pressure on the forward side portions of the airplane or vessel. Y

More specifically, my invention comprises a plurality of pneumatic power devices placed in o p- 'posing relation and connected to the control member or' stick of an airplaneforshifting the stick forwardly, rearwardlyor laterally in\either direction, and valve means for controlling the operation of each pneumatic together with supplemental or primary valve means for controlling the aforesaid valve means and the pendulum 5 member preferably of the gyroscope type for actu- Vating the supplemental valve means, and also invalve means, and a pair of pressure actuated vanes extending outwardly from the exterior of the vessel for shifting the primary Vvalve means incident to unequal pressures of the vessel sup- Y 'ment thereof for changing the angle of the plane in-the fiight of the same zin proportion to the lateral air pressure on one or the other of saidvanes.

A still further object is the provision of a plurality of vacuum or suction operated pneumatic vdevicesl disposed in opposing relation and connected to the controls ofthe aircraft, and a gyroscopic controlling device for controlling the operation of the pneumatic devices together with sup- 30 plemental manual control means for effecting the operation of said penumatic devicesindependen tly of thegyroscopic control device.

Another objectl is the provision of drift compensatingv mechanism fordirigible vessels having means responsive to lateral drift pressures on the/ side oi the vessel for adjusting the rudder of the vessel in proportion tothe lateral pressures so as to maintain the course or movement of the vessel as set, irrespective of the-lateral drift conditions. 40

Another object is the provision of another supplemental control unit in the form of a movable, y perforated sheet, cooperating withl suitable openings, the position of-the openings therein being v arranged to cause shifting ofthe various control instrumentalities of a vessel or plane, providing a robot control device whereby the ilight of the plane may be predetermined, together with per= l foratlons for rendering the automaticgstabilizing and steering control operative or inoperative 50v` at will.

Other and further objects and advantages o f the invention will be hereinafter set forth and the novel features thereof deiined by the appended claims. 1 l

In the drawings: Fig. l'ls a somewhat diagrammatic side elevation of an aircraft illustrating 'my automatic flight control and drift compensating invention applied thereto;

Fig. 2 is a top plan view of the invention as disclosed in Fig. 1;

Fig. 3 is an enlarged side Aelevation of my im#` proved aircraft ilight control apparatus;

Fig. 4 is a top plan view of the construction, as seen in Fig. 3;

Fig. 5 is a vertical, longitudinal, sectional view taken approximately on the plane indicated by line 5-5 of Fig. 4;

Fig. 6 is a vertical, cross-sectional view taken approximately on the line S-j of Fig. 5 and looking in the direction of thearrows;

Fig. 'I is a fragmentary horizontal sectional view taken on line 1 1 of Fig. 5;

Fig. 8 is a vertical cross-sectional 'View taken approximately on the plane indicated by line 8 8 of Fig. 4, the arrangement and location of the air pipes and tubes being somewhat diagrammatical for the sake of clearness;

Fig. 9 is a horizontal sectional view taken approximately on the line 9 9 of Fig. 8;

Fig. 10 is a vertical, longitudinal, sectional view taken through the manual control unit or keyboard approximately on the plane indicated by line IIl-IIIofFigA;

Fig. 11 is a plan view, partly in section, disclosing a modied form of manual control in which provision is made for a remote control.

12 is a vertical, longitudinal, sectional view taken on line I2'-|2 of Fig; 11.

Fig. 13 is an enlarged, vertical, sectional view through the detent or latch member for rendering the stabilizing unit inoperative, the dotted lines disclosing the latch member in inoperative position, while the full lines illustrate the same engaged with the upwardly extending arm of the gyro frame;

Fig. 14 is a plan view, somewhatdiagrammat ical, of an auxiliary control unit utilizing a movable sheet` member, previously perforated, for operating the control elements of a dirigibl'e vessel;

Fig. 15 is a' plan view, somewhat diagrammatical, showing a modied V'form of supplemental valve control arrangement for. the steering unit and tubing arrangement for interrupting the automatic steering or drift compensating control to permit conventional steering of the craft when desired, independent of the compensang controls; l,

Fig. 16 isa vertical sectional view taken approximately on line IG-IS of Fig. 15; and

plemental valve control device o1' Fig. 16.

Fig. 18 is a section on line I8-I8 ofFig. 16.

Lik'e reference characters designate corresponding parts in the several figures of the drawings.

Referring u the drawings, A indicates geneally an airplane of conventional design having the usual supporting surfaces or wings B, landing gear C. motor and cowling D, and propeller E. The horizontal rudders or elevators are illus' trated at F, while the vertical rudder is shown atv G. The lateral stabilizer vanes or railerons are il not shown in the drawings, but the actuating preferably connected to the foot-operated rudder bar.

My automatic control device is installed preferably ina conventional location immediately in front of the pilot's seat J, as indicated generally Vin Fig. 1 .of the drawings and comprises the unit 2 which establishes control over the horizontal rudders or elevators F and the ailerons by means of the operating cables H and H'.

In the drawings my control unit 2 is disclosed as operating directly on the control stick I, al-

though it is obvious that the control unit may be connected directly to the elevators and rudders and ailerons if so desired without departing from the spirit of the invention as defined in the claims.

'I'he control unit 3 of my` invention comprises a drift compensating mechanism and is connect ed to and operates through the rudder bar M.

A supplemental manual control device. or keyboard 4 is provided which permits the pilot to take over the control of the ship whenever desired without disconnecting the automatic control mechanisms, although these mechanisms may be rendered inoperative at any time and the ship thus operated through the control stick I and the rudder bar M in the usual manner,

The control unit 2 comprises two pairs of opposing pneumatics 5, I and l, 8, suitably support' ed from the floor or framework A' of the plane by standards or brackets 9, as best seen in Fig. 3 oi.' the drawings. These pneumatics each comprise a pair of hinged side members III and II hinged to each other at I2, as best seen in Fig. 8, and are connected by the ilexible covering or bellows I3, in the well known manner.

In order to provide a mounting for 4the sta.-

. tionary side members I l, I provide a horizontally vacuum chamber I5, each passage being provided with a secondary pneumaticcontrol valve II comprising ahead portion I8 normally closing the port IGa in the passage I6 which leads to atmosphere. A.

'I'he other end of each of the supplemental valve members II is constructed with a foot valve I9, arranged to close the passage between the vacuum chamber I5 and the passage I5 simultaneously with the unseating of the head valve portion I8. y

Arranged'below the enlarged lower extremity of each of the valves I1 is a valve actuated diaphragm or pouch 20. pouches each comprise a ilexible membrane suitably secured to the edges of a somewhat circular recessordepression 2| formed in the lower portion of the supplemental valvechest Il. Communicating passages lead from the base of each of these recesses 2l to the primary valves Ila forming `a part of my automatic stabilizing control, later to be described.

The side members Il ot each of the pneumatica These diaphragms orv 5,6,'|,8haveanactmtedlinkmemberorrodu Va-ivwarsi 4tween the pneumatics and the stick I, as` seen iin Fig. 8 of the drawings.

Mounted directly above the supplemental valve chamber I4 is my automatic stabilizer casing 26 'having an air inlet or suction passage 21 leading from the central portion of the bottom ofthe casing into the vacuum chamber I5. The stabil- Aizer casing 'is divided Aintermediate its length by a partition member 28 inv which` is swivelly mounted the gyroscope supportingframe or pen' Y their secondary valves I1. Each of these primary dulum 29 comprising an upwardly extending lever arm 30 and a downwardly extendingskele- 'ton or hollow tubular frame 3|.

An air inlet passage or bore 32 is formed in the partition 28 terminating in the annular recess or groove 33 surrounding the ball joint portion 29a of the gyroscope frame 29; A communieating passage or bore 29h extends inwardly through the ball joint portion 29a from: a point adjacent the annular recess 33 and then down-- wardly through the center of the pendulum and communicates with thetubular members 3Ia of the skeleton frame 3|'.

An air jet-operated gyroscope 34 is suitably journaled in the frame 29 having anotched .peripheryl 35, adjacent which is located the air jet openings 36, one of these air jets or openings 26, limiting the lateral movement ofthe gyroscope.

There are four primary control'valves Ilaone foreach of the stabilizing pneumatics and valves is provided with a somewhat elongated operating lever arm I1b disposed in closely spaced relation to the rim 39 of the gyroscope frame 29.

A valve seating spring 40 is provided for normally maintaining the valve members I1a on their seats, closing the passages 4I leading from the interior of the stabilizing casing to the underside of-'the valve actuating diaphragm 20.

When the aircraft having my improved stabilizing apparatus applied thereto is in normal fiight and perfectly stabilized, the gyro frame is normally depending in spaced relation to the operating lever arms I1b, but upon tilting of the air craft, the gyro frame will swing laterally engaging one of the arms I1b, depending upon which direction the ship is tilted, unseating one 'of the valves Ila, which permits air to enter the passage 4I and be 'admitted under the pouch or diaphrag'm 2o, thusnfning the secondary valve n,`

which closes the passage I6 to suction or vacuum and opens the passage I6`a to atmosphere,.

. trol member toward the other pneumatic just referred v to.

As the ship moves 'back into stabilized con-l dition, the valve Ila-will become seated permitting the valve I'I to drop, thus again establishing suction in the previously vented pneumatic, permitting the two opposing pneumatics to now equalize themselves and move the control member I back toits normal position.`

Regulating slide valvesv 42 are provided for controlling the area of the passages I6 effective on the stabilizing pneumatics. These slide valves are suitably operated by the thumb screws 43.- A

safety valve 44 is preferably provided for controlling the degree or amount of suction or vacuum created in the chest I5, and this valve may be adjusted in an obvious manner to change the amount of vacuum as required.

In order to somewhat stabilize the operation of the gyro frame 29 to prevent undesired slightV vibrations and minute oscillations of the vessel from effecting its operation with respect to the valve members I1, I provide a pluralityr of opposing small pneumatics 45 connected with the upstanding arm 30 of the-gyro frame by the link members 46 having swivel connections somewhat similar to the link members 22 previously described. A

Suction or vacuum inthe passages I6 tending to collapse the pneumatics 5, 6, 1,9 also maintains the small pneumatics 45 in opposing collapsed relation, as seen in Fig. 8 of the drawings. Communicating passages or pipes 41 lead from the interior of the pneumatics 45 to the passages I6 for the abovementioned purpose.

Upon actuation of the valve I1, atmosphere entering the passage I6 to the larger pneumatics will also be admitted through one of the passages 41 to the small pneumatics 45 on the opposite side of the stabilizer casing 26 permitting this pneumatic to be expanded and thus re` Vmove the'tendency of this pneumatic to return the gyro frame to its central, inoperative position. Upon closing of the valve Ila, suction will again be applied to the small pneumatic, thus again resisting movement of the gyro Vframe incident to minor oscillations-of the aircraft.

It will be obvious from the drawings that a vacuum or low pressure exists in the chamber I5, and since the passage 32 is open to atmosphere, vair will pass through the passage 32, the annular recess 33 into the passages 29a and 29h ofthe gyro. frame 29 and from this point will divide and move downwardly through the several tubular members 3Ia and outwardly through the jet openings 36, whereupon airwill vstrike the I chamber I5. Under the conditions,vth`e interior of the stabilizer casing 25 will be under a lower pressure than.. atmosphere but a higher pressure than thevacuum chamber l5 land consequently upon opening of the valves I1a, the air admitted from the stabilizer chamber to the underv side of the pouches or diaphragm 20 will be suicient'to lift the valves I1 'off of their seats.

When it is desired to discontinueor interrupt the automatic stabilizing control, I may do soY in two ways. In the rst instance I may 'provide a Valve member 48 in the main suction line 49 leading from the air exhausting or vacuum creating device 53, preferably operated by a fan member disposed in the propeller blast zone, as seen in Fig. 1 of the drawings. Upon closing of thisvalve 48, al1-suction to the device is cut o' and the pilot may then operatev the controls in the usual manner.

Under some circumstances, however, it is desirable to utilize the pneumatics 5, 6, 1, 8 to actuate the stabilizing controls of the ship from a keyboard control unit, previously indicated at 4 in the drawings, and under these conditions, I provide a vertically' disposed plunger or detent 52 having an annular cam surface 53 and a central notch or recess 54 arranged to receive the upper extremity 55 of the upwardly extending stabilizer arm 30. The coil spring 56 surrounds the detent 52 'and exerts tension between the upper face of the detent and the lower surface of the cover 51 enclosing the stabilizing casing and its associated parts. An actuating stem 58 projects upwardly from the detent and has pivoted thereto the actuating cam member 59, operable by a handle 60. When the handle is moved in one direction, the cam member is rotated so as to permit the detent to move downwardly and thus engage the end 55 of the arm 30. Thusthe gyro frame will remain in its mid-position. The relation to the valve members |1a and any unstabilized condi- 4 Ation of the aircraft will be ineiective.

' higher altitude.

When the handle member 60 is swung to the other position, the cam member elevates the detent 52 permitting the stabilizer and controlsto become automatically effective.

When it is desired to use my control keyboard 4, as seen in Fig. 4, the detent 52 is`lowered to cutout the automatic stabilizing control. This keyboard comprises a base portion 6| supported in any desired manner in a convenient location with respect to the pilot or operator of the aircraft. As shown in' Fig. 3 -of the drawings, the

supporting bracket 83 is secured to the rear of the longitudinally opposed pneumatics1, 8 and this control keyboard is secured to the horizontal flange of y this bracket.

A plurality of valve members 64 are pivotally mounted at 65 and are constructed somewhat similar to depressible piano keys, a spring 58 be.- ing provided for each key to hold the valve portion on its seat, as seen in Fig. 10. A spring retaining cross bar 81 extends across the control unit and constitutes the bearing for the upper ends of the springs 66. Each of the valve members or keys '64 covers a port and passage 68 to which is connected the communicating pipe 69 leading from the valve to one of the pneumatic control members, .previously mentione More specifically, the control'keyboard comprises six keys. The two center keys 18 and 1| cause the actuation of the stee'ring rudder GA. Depression of the key causes actuation of the drift compensating unit 3 to unbalance the two opposing pneumatics in this unit and shift the rubber bar M, moving the rudder G to the left,

posite results, steering the aircraft to the right.'l

The two exterior keys 124 and'13 control the horizontal rudders or elevators.

nose or raise the tail of the ship when it lsdesired to descend to a lower altitude. D epression of the key 13 produces just the opposite result, or, in other words, lowers the tall of the ship as for instance in taking oif. or ascending to a Depression of the key 12 moves the elevators down to lower the the' pouches or-diaphragm chambers 2|. A suitable closure member or cover 18 may be provided for enclosing the front portion of the key members.

My cooperating drift-compensating unit, in- I dicated generally at 3, comprises a pair of opposing pneumatics 11, 18 having an intermediate floating vane or hinged member 19, as best seen in Figs. 4 and 7 of the drawings, the vane member constituting a common movable side of both of the opposing pneumatics 11 and 18, while the other or xed side off each of these pneumatics is indicated at 88,.8| and supported by suitable standards 82 projecting upwardly from the framework'or ioor of the ship. The free ends ofthe fixed sides 80, 8| are connected together by the brace member 83.

By referring to Figs. 5, 6 and 7, it will beobserved that the movable vane 19 is provided with an actuating pin 84 projecting downwardly into the rudder bar actuating -lever 85 xedly secured to the rudder bar M. Actuation of the vane 19 will thus shift the rudder barvactuating lever 85 and, since this lever is xed to the rudder bar M, the rudder will be shifted in proportion to the movement of the vane 19.

The outer extremity of the actuating lever 85 is recessed at 85 to receive a control valve meinber 81 which cooperates with ports 88, 89 located in a shiftable drift control member 98. Lateral -movement of thisdrift control member in one direction or the other will uncover one or the other of the ports 88 and 89. Communicating passages and pipes 9|, 92 lead from the ports 88, 89 to the underside of the diaphragm or pouches 93, 94 disposed for shifting the drift control valves 95, 98.

Under.norma1 conditions, withthe drift control member 90 disposed so that the parts 88 and 89 are both covered by the rudder bar actuating lever 85, suction from the exhausting device 58 will be created through the pipes 49 and 91 which communicate, as seen in Fig. 6, with the passages 98 and 99, having by-pass openings |80 leading to the interior of the pneumatics 19and 88. Under these conditions, suction4 in the passage 91 will exhaust the airequally from both of the pneumatics and thus maintain therudder bar actuating lever 88 in iixed relation with respect tothe drift control member 9|).A

Upon actuation of the drift control member one way or the other, one or the other of the ports 88 or 89 will be uncovered, thus permitting atmosphere to ow through the pipes 9| or 92 into the pouch chamber and raise one of the pouches or diaphragms. movement will elevate one or` the other of the drift control valve` members 95, 98 somewhat in the manner as described in connection with the valve I1. The pneumatic related to the valve that is raised will be cut 0E from the suction 'and atmosphere admitted through the opening |8| leading into the passage A |08, due to the unseating of the head portion |02 or the valve, the space |83 being open to atmosphere through the port I I4.

permit suction to again become operative on Athe previously vented pneumatic. v

The forward or free end of the drift control member is bifurcated, as indicated at |05, to receive a pair of actuating link members |06, |01 connected to the levers |08, |09. 'I'hese levers are carried on the vertical shafts IIO, III, which shafts are journaled in brackets II2, I| 3. The upper ends of the shafts |I and III have xed thereto the actuating arms ||4 and II5 to which are pivoted the link members H6, III, the opposite ends of these link members being pivotal- 1yA connected to vthe drift compensating vane members II8, ||9, which are in turn hinged at their forward ends, as indicated at |20, and pro- /J'ect outward at a slight angle into the airrstream Vber 90 will uncover the 'port 88 due to the fact around the fuselage of thev aircraft.

Referring to Fig. 2 of the drawings, it will be observed that as the aircraft passes through its supporting medium, the pressure on both of these drift compensating vane members will be equalized, thus maintaining the drift control member 90 inits centralposition. When, however, cross current orlateral air pressure is encountered by the ship, as indicated by the dotted linearrows |2|, as for instance making drift cal- -culations necessary underl ordinary circumstances, the vane member I I9 will be pressed inwardly toward the ship in proportion to the lateral pressure exerted. This movement of the vane member will, through the linkage and lever connections ||1, I|5, |I0, |09 and |01, shift the drift control member 90 toward the aforementioned vane member. Movement of this memthat the rudder bar actuating lever is held in its position by the two opposing pneumatics ,11, 18.'

However, the uncovering of this port 88 permits atmosphere-to enter the space below the pouch or diaphragm 94 and raise the drift control valve member 96 venting the pneumatic 18 toV atmosphere, whereupon the vane member 19 will be shifted, carrying the rudder bar actuating lever along with it until theport 88 is again closed. This operation willshift the rudder of the aircraft in direct proportion to the pressure ,of the lateral air currents and consequently ef- Y fectively compensate for -the tendency of these currents to change the course or direction of movement of the 'aircraft. Obviously. when the air craft is passing through a supporting medium,

creating a lateral pressure on the side of the craft, this drift4 compensating means will effectively adjust the rudder .in' proportion to the pressure, and maintain the ship on its course irtion of atmosphere to the under side -of the pouch or diaphragmis cut olf these bleed open- J ings will thenequalizethe pressures or suction effect on both sides of the diaphragm.

Thetwo conduits |23, |24 connect respectively with the center manually controlled keys or valve members 10 and 1| and establish an inglependent manual control for the pneumatic lrudder shifting drift compensator.

Referring now to'Figs. 11 and 12 of the drawings, it will be observed that the keyboard arrangement is provided for manual control of the vessel which is similar in general respect to the keyboard disclosed in Eig. 4. However, each of theV keys, as seen in these` gures, is provided with an armature |23 disposed in cooperative relation With magnet |24.

Suitable circuits or electrical conductors |25 are provided which may lead to a supplemental control board located at a remote point4 on the vessel, or it is contemplated that these conductors may be energized by a radio control unit, not shown, whereby the craft may be controlled by radio from the ground. l `Fig. 14 illustrates a supplemental control unit comprising a pair of cylinders or drums |25, |26 suitably journaled on brackets |21, the cylinder I 25-being revolved ata constant rate by the clock-work drive mechanism |28. -A tracker bar |29 is provided having openings |30 to-register with openings I3I in a, perforated sheet |32 dis\ posed on the rolls |25 and |28.- 'l In this form of invention, the pipes 69 and |23, yI2I| lead to the various Vopenings |30 so that upon uncovering of any of these openings I3I in the sheet |32 atmospheric air will be admitted through the openings, raising one of the diaphragm or pouch members 20, 93, 94. This operation selectively raises one or more of the valves I1, 95, 98, causing operation of the control memvber associated with this valve.

The apertured sheet is prepared -by arranging the openings 3| in proper sequence for a predetermined flight of the aircraft and by proper positioningof these'openings the course of the plane can be accurately determined, even though this course requires several turns and changes inelevation.

In the operation of my invention, when applied sov to aircraft, it is desirable toftake oif with theV automatic controls in their non-operative position and therefore the pilot will close the valve 49, preventing tension from reaching any of the opposing pneumatic members. operated gyroscope 34 will be at rest.

After taking oif the operator or pilot then operates the controls in the usual manner to cause the air craft to ascend tothe proper elevation and adjust the course ofthe craft in the desired direction. The valve 48 is then shifted to establish tension Vbetween the air-exhausting device 50 and the control units 2 and 3. .These unitswill thereupon become operative in the manner previously described and effectively control the flight of the air craft, lateral pressures being eifective lunder these conditions on the vanes I8 and I9 which change the direction of flight of the vessel in accordance with these pressures, so that the movement of the vesselbetween two predetermined points lis-in astraight line,` regardless of the lateral `pressures tending to drift the vessel out of this line.

Referring again to Fig. 14 and-to Figs. 1.5, 16 and 17 of the drawings, I preferably provide a supplemental -valve control unit or device indicated generally I33 for the -purpose of rendering the automatic steering and drift compensating device inoperative when.desired, to permit the course of the craft to be changed as when banking or makingA a turn.

-The said device |33 comprises'a lower pouch |34 having recesses formed therein, and' Also, the air jet vons having the valve actuating pouches or diaphragms |35, |36. A suction or vacuum chamber |31 is arranged directly above the pouch board, said chamber being closed at its upper end by the valve supporting partition |38. Suction is established between the suction passage 49 and the vacuum chamber |31 through the pipe |39 connected to said passage and to the vacuum chamber |31 through a downwardly extending vpassage |40 in the lower face of the partitions |39. Bleed openings |4| are provided to equalize the suction on either side of the diaphragms when passages |42- and |43 are closed. These passages mayhave separate controlling vvalves for venting them to atmosphere in the form of additional key-controlled ports and manual or electrically operated keys, similar to the keys 12 to 15 in Figs. 4 or 11 of the drawings.

The depression of a key would-admit atmosphere to one of the passages |42 or |43 whereupon the tension on the upper side of one ofthe pouches |35 or |36, depending upon which one was being actuated, would cause this pouch to be raised.

I have illustrated the passages |42 and |43 in Fig. 14 as leading to suitable openings |44 and |45 in the tracker board |29. These openings', and consequently the passages, are adapted to be vented in a pre-arranged, desired sequence by suitable openings |46 .and |41 in the control sheet |32.

The valve supporting partition is suitably cored to provide openings at |48 and |49 to receive the vertically shiftable valves |50 and |5|, as clearly disclosed in Fig. 16 of the drawings. A passage |52 establishes communication between the openings |48, |49 and the suction chamber, while a lsecond passage |53 establishes communication between the openings |48 and |49 and atmosphere. A third passage |54 extends from each of the openings |48, |49 to'the interior of the valve shifting pneumatics 55, |56.

Normally the valves |50., |5| close the openings |48, |49 to the suction chamber |31 and vent the pneumatics |55, |56 through the passages |53 and |54 to atmosphere, but when an opening |46 or |41 registers with one of the openings |44 or |45 in the tracker bar |29, air at atmospheric pressure enters one oi the passages, raising one of the corresponding `valves I|50-or 5|, closing the passage |53 to atmosphere and establishing suctionV between the chamber |31 and one of the pneumatics or |56, causing the same to collapse.

Each of the pneumatics is provided with an upstanding actuating arm |51 disposed in engaging relation with respect to the abutment arms |56 projecting from the opposite' ends of theslide valve |59. This slide valve -is cored or recessed at |60 and |60a to alternately establish .communication between thecentral ports |6I, |62 and either of the pairs of ports |63, |64 or |65, |66 depending u`pon the direction in which the valve is shifted by one or the other of the pneumatics |55, |56.

As seen in Fig. 16, the valve is shown in full line position, establishing communication between the ports or passages |65 and |66 and the central passages |6| and |62, while the-dotted lines illustrate the valve in its alternate position wherein communication is established between the'passages |63, |64 and corresponding =central po`rts Thev cengral ports m, |62 communicate with 'below the drift control valve actuating diaphragms 94, 93. The ports |63, |64 have passages |61, |68 leading therefrom to the ports 63 and 99 respectively in the drift control member 90, while the ports |65 and |66 are provided with the communicating passages |42, |43, previously' referred to.

When it is desired to change the direction of the course or flight of the craft, air will be. ad-

- |51 striking the extension 53 will shift the slide -valve |59 to full line position, seen in Fig. 16.

Under these conditions, the ports |63 and |64 will be covered by the solid portion of the bottom of the valve while the two recesses |60, |600. establish direct communication between the actuating means for the valves and 96 for the steering or drift control pneumatics 11, 18, and since the passages leading to the ports 88, 89 are blocked or interrupted, there is no counter or drift control when the slide valve I 33 is in this position, and therefore venting of one or the other of the passages |23 will cause one or the other of the pneumatics 11 or 18 to become effective to move, the rudder bar 85, attached-to the iioating vane 19, and steer the craft .to the right or left as the case may be. Y Y

After the steering operation has been completed to change the course of the craft and it is desirable to again travel in a straight line on the new course,v the passage |42 is vented to atmosphere, either by depression of a suitable control key or by registration oi' an opening |41 in. the moving control sheet with the tracker bar opening, causing the valve |5|`to be actuated, collapsing the valve-shifting-pneumatic |56 and thus shifting the slide valve |59 to dotted line positions as seen in Fig. 16.

In this position, the passages |23 are interrupted or blocked by the bottom'of the valve. while the recesses |60, |6011 in the bottom of the valve establish direct communication between the ports 80, 69 in the drift control member 90, through the pipes 9| and '92, to the actuating pouches 93, 94 for the valves95'and 96. Under these conditionsl the craft will again be under the' control of the automatic drift compensating control member, as previously set forth.

On the larger commercial air crafts in which more than one steering and control member is med, such as a dual control arrangement for co-pllots, I lpreferably utilize more than one keyboard, their respective communicating passages 69, |23., |24 and |42, |43 (as seen in Fig. 4) leading to the various control devices being interconnected with' each other by a' T or Y connection 69a, |2311, |24 and 2a. |4301. so that the ship may be controlled from either one ofthe keyboards. With this type of installation, the flight control apparatus would not be directly connected to the control sticks, but would be located at a suitable remote position in the ship and be operatively connected to the various ailerons, rudders and elevators by-.mechanical means such as operating cables or the equivalent.

Under these conditions, a latch operating means for locking the gyroscopic unit in inoperative position, constructed somewhat on the `principle shown in Fig. 16 will be employed, al-

though it is obvious that in a simple embodi- I5 alzarsi to theforward opposite side portions of the lvesi sel and projecting outwardly and rearwardly and ment the pneumatics |55 and |59 could be entirely dispensed with and the actuating rod |61 connected to the eccentric cam member 59 in Fig. 13, so that as the cam member is shifted to latch the gyroscopic member in non-operative position, the slide valvev 59 will be simultaneously shifted to interrupt the drift compensating control, thus placing the craft entirely under.

the control of the keyboard unit l.

As seen in Fig. 17, the latch member 52 is constructed similarly to that lshown in Fig. 13 except that the stem 58 is provided with a pair of spaced plates |68 having formed therein the cam slots |69 for the reception of the crosspin 4|1|| fixed to the end of the operating rod |61.

A suitable .guide braket |1| mounted on the top` of the stabilizing unit 2 is provided to permit longitudinal sliding movement of the rod |61.

Referring to Figs. `16 and 17, it will be observed that as the valve 59 is shifted to the right to render the manual steering control operative, the pin is moved to the right and allows the spring pressed latch |52 to be lowered, and locking the stabilizing unit in non-operative position. When the valve- |59 is moved to the left to render the drift controlunit operative, the

pin |10 on the operating rod |51 engages the orsV cam surface of the slot |69, raising the latch and thus also rendering thesstabilizing unit 2 operative to keep the plane level.

A horizontal shoulderv |6941 is formed at the left hand end of `the slot |59 to prevent `the downward tension of the spring for the gyroscope latch member 52 from causing, ,the pin |10 to be cammed to the right and thus accidentally moving slide valve |59 to manual control position.

"It is understood that the cables and connectparatus, in combination, a vessel adapted to.

travel through a supporting medium, steering means for controlling the direction of movement of the vessel in the supporting medium, adjustable automatic means operatively connected with said steering means for controlling said steering means to maintain the direction of movement of the vessel through Athe supporting medium constant, and control 'means for varying the operation of the automatic meanscomprising a movable member pivoted at its front end to the front end of the vessel and projecting rearwardly and exposed to lateral side pressures of the supporting medium on the front portion of the vessel tending to deviate the same from its course andl connected with the automatic steer-` ing means aforesaid to adjustf the same in proportion to the .lateral pressures on said control means to maintain the movement o f the-vessel in a xed direction irrespective'of'iateral' pressures ofthe supporting medium on 'the vessel. '2. In a drift compensator for aircraft and the like having steering means movable pressure-responsive vanes pivoted at their' forward portion responsive to lateral pressures ofthe vessel supporting medium on the forward end of the vessel tending to deviate the ,same from its course, andpneumat'ic means operable by said pressure-responsive means and connected with said steering means to adjust the steering means` in accordance with `said lateral pressures.

3 In an aircraft-control device of, the class described, a movable control member shiftable to control the equilibrium of the aircraft, pairs of oppcsitely-disposed normally-tensioned pneumatics for resisting the movement of said control members,` a pendulum member responsive to tilting of the aircraft, a gyroscope in said pendulum member, means to rotate the gyros'cope, primary valve means for each pneumatic operable by said pendulum member, secondary Ivalve means for each pneumatic and shiftableto render said pneumatic inoperative, secondary valve-actuating means operable by said primary valve actuating means, and pneumatic means for yieldably resisting oscillationy of said pendulum, arranged to be rendered'inoperative upon actuation of said secondary valve means.

.4. In a drift compensator for air craft and the like having steering means, movable pressure responsive mea'ns disposed onv the forward sid portions of the vessel and responsive to lateral pressure of the vessel supporting medium tending to deviate the same from its course, pneuv,matic means operated by said pressure responsive means and connected with saidv steering means to adjust the steering means in accordance with said lateral pressuresyseparate steering control means for causingl actuation of the pneumatic means to eiect positive normal steering thereof,

and supplemental control means movable' to one position to render said separate steering means inoperative and the pressure responsive means operative and movable to another position to render the separate steering means operative and the pressure responsive means inoperative.

5. In a drift compensator for air craft and the like having steering means, movableI pressure responsive means disposed on the forward side portions of thevessel and responsive to lateral pressures of the vessel supporting medium tending to deviate the `same from its course, 'pneumatic meansl operated by said pressure A responsive means and connected with said steering means to adjust the steeringmeans in accordance with said lateral pressures, separate steering control 'means for causing actuation of the pneumatic means to effect positive normal steering thereof, supplemental control means movable to oney position to render said separate steering means inoperative and the pressure responsive means operative and movable to f' another position to render the separate steering means operative and the pressure responsive 'means inoperative, and separate pneumatic means for shifting said supplemental control means to the aforesaid positions.

6. In an air craft night control apparatus of the class described, .pneumatically `operated control means adapted to be connected to the ilight control instrumentalities of the air craft including a rudder, ailerons and elevators, a stabilizing .gyroscope device for automatically causing actuation of certain of the pneumatically operated control means whenthe craft is tilted to actuate the ailerons and elevators to return the craft to a lstate of equilibrium, drift compensating mechanism operated by lateral drift pressures for adjusting the rudder in accordance with the drift pressures to maintain the direction of night constant, separate control means for selectively controlling the 'operation of said pneumatically operated control means, a supplemental shiftable control device movable to one position to render said drift compensating mechanism and said gyroscope device operative and simultaneously render said separate control means inoperative, and shiftable to another position to render said separate control means operative and said gyroscope device and said drift compensating mechanism inoperative, andmeans for shifting said supplemental device to the aforesaid positions.

'7. In a night control mechanism for aircraft and the like having a rudder, ailerons and elevators, a pneumatically operated drift compensating unit responsive to lateral drift pressures to adjust the rudder of'the aircraft to compensate for said drift pressures, a stabilizing unit responsive to lateral and longitudinal tilting of the aircraft and including pneumatically operated means connected to the ailerons and elevators for actuation thereof to return the craft to a level position, a manual keyboard connected with both of said units for selectively actuating the pneumatic means thereof to manually control the equilibrium and direction of night of the aircraft, and separate pneumatically operated means for rendering said drift compensating unit nonresponsivel to lateral drift pressures and simultaneously rendering said stabilizing unit nonresponsive to tilting of the aircraft,

8. In a night control device for aircrafts and the like, including a rudder, ailerons for effecting lateral stabilization of the craft and elevators for 1 effecting longitudinal stabilization, an automatic stabilizing unit connected to the ailerons and elevators and responsive to tilting of the aircraft for actuating the ailerons and elevators to restore the equilibrium of the aircraft, a power-operated night control device including means for causing actuation of -the rudder, ailerons and elevators in a pre-determined sequence and including means for rendering said automatic stabilizing unit inoperative and operative in pre-determined sequence.

9. -In a night control device for aircraft and kthe like having a rudder, ailerons for eecting a lateral stabilization, and' elevators for effecting longitudinal stabilization, an automatic stabiliz- 'lng unit connected to/ the ailerons and elevators andlresponsive to tilting of the aircraft for actuating the ailerons and elevators to restore the equilibrium of the aircraft, an automatic drift compensating mechanism responsive to lateral drift pressures operativelyconnected to the rudder for adjusting the same to. compensate for said lateral drift pressures a power-operated night control device including means for actuating the rudders, ailerons and elevators in a predetermined sequence and including means for rendering said automatic stabilizing unit and said drift compensating mechanism inoperative and operative in the desired order to eiect selective night control of the aircraft by said automatic night control device.

10. In a directional course-control device of the class described, the combination with a dirigible vessel adapted to travel througgh a supporting medium, steering means for determining the course of the vessel through the medium, of means responsive to lateral drift pressures of the supporting medium on the vessel tending to deviate the same from its course and operatively connected to the steering means to compensate `for said .lateral drift pressures and maintain the direction of movement of the vessel oi its course irrespective of said lateral drift pressure conditions, a steering control means for changing the direction of movement of the vessel, and supplemental control means cooperating with said lateral drift pressure responsive means and said steering control means for selectively rendering said steering control means operative and simultaneously rendering said lateral drift pressure responsive means inoperative.

11. In an aircraft steering and stabilizing levice of the class described, opposing sets of normally tensioned pneumatics connected with the ailerons and elevators of the aircraft, a gyroscope member responsive to tilting of the aircraft for venting certain of the pneumatics to atmosphere to render centain of the other pneumatics operative to move the ailerons and elevators to correct the tilt, drift compensating means com prising a pair of normally tensioned opposing steering pneumatics connected to the rudder of the aircraft and a drift control member responsive to lateral drift pressures to ventl one or the other of the last mentioned pneumatics to permit the other pneumatic to actuate the' rudder to compensate for the dri-ft pressures, supplemental control means for selectively venting A any of said t pneumatics, and shiftable means movable to one position to render said gyroscope member and said drift compensating member inoperative and said supplemental control means operative and movableto another position to render said gyroscope member and said drift compensating member operative and said supplemental control means inoperative.

12. In an aircraft control device of the class described, opposing pairs of normally tensioned pneumatics disposed in at least two dierent anguiar intersecting planes, a connection between eachpair of pneumatics'and a stabilizingunit of the aircraft, pneumatic tensioning means, valve means for selectively venting certain pneumatics to render the opposing pneumatics operable to shift the aircraft stabilizingunit, and supplemental adjustable means for each pneumatic selectively control the degree of sensitivity of4 each pneumatic.

13. A stabilizing and steering unit for aircraftA and the like, comprising a support, two pairs of normally tensioned pneumatics disposed in vertical planes at right angles to each other and having a common operating connection disposed at the point` of intersection of the aforementioned planes, said connection being constructed and arranged to be connected tothe usual control stick of an airplane, pneumatic tensioning means for the pneumatics, individualvalve means for selectively venting said pneumatics to atmosphere to render the opposing pneumatics operative to shift the control stick away from the vented pneumatics, and a pair of normally tensioned pneumatics arranged on said support to moveA in a horizontal plane having an intermediate connection arranged to be connected to the usual rudder bar steering apparatus cfa conventional aircraft, valve means for selectively venting said last-mentioned ,pneumatics to atmosphere, and avmanlially controlled keyboard for selectively actzmtingtheeontrolvalvesotanyotsdd pneumatics. Y

14.` Astabilizingandsteeringunitforalrcratt andthe like, oomnrisinznllllporttwopdrsot normally lmeumntlcs .disposed in vertical planes at rightmzies toeeeh other and havinga. bomnmnopeningoonneetiondisposed atthepoint of interaectionotthe aforementioned planes, said connection being oonstmcted arrangedto be connected'to'the usual control stick of an airplane, pneumatic tensioning means for the pnmmatics.' individual valve means for selectively venting said penumatics to atmosphare to render the opposing pneumatica opera.- tive to shift the control stick away from'the vented pneumntios, a pdr 'of normally tensioned pnemnaticsarnngedonsaidslmuorttonmvein tuonlast-mentioned pneumatica to ,l o

control keyboard for selectively aetntil'thcontroi valves of any of said pneumatica,

acyroscope device on said support disposed intermediate said pneumstics munged .to selec-uvexyacm the control mvefo'r ma stabilizing pneumatics upon tilting of the air? craft, and shiftable means for rendering said. gyrcopedevice inoperative when'in one pod- "uon and operative when shifted to amener pou- AJorm T. am. 

